Synchronizer clutch



Nov. 25, 1952 J. s. VOIGT SYNCHRONIZER CLUTCH 2 SHEETSSHEET l Filed Oct. '15

INVENTOR JOHNSTON STUART VOIGT BYQ /Q ZM HIS ATTORNEY Patented Nov. 25, 1952 UNITED ,STATES PTENT rQF-FICE SYNCH-RONIZER CLUTCH .Appiication October 15, 1945, Serial N 0, 622,283

w' olaims. 1

This invention relates to improvements in transmission gearing and more particularly to improvements in speed clutch synchronizers for power transmissions of automobiles.

It is an object of this invention to provide a synchronizer for a power transmission wherein the clutch cones will be driven by means other than a syn'chronizer hub.

' It is a further objectof this invention to provide synchronizermeans which will require less manual effort to shift into engagement with the cooperating gears of the transmission.

It is another object of this invention to provide a speed synchronizer for a power transmission which will be economical in its manufacture, simple in its use and which will require little revision of the parts of the ordinary automotivetransmission.

, Further objects and advantages of this invention will be apparent from a consideration of the following description and claims and the attached drawings, of which there are two sheets and in which like reference characters are used to designate like parts, and in which:

Figure 1 is a side elevation, partially in section, of a power transmission for an automobile;

Figure 2 is a view taken along lines 2-2 of Figure 1 and looking-in the direction of the varrows;

Figure 3 is a view taken along the line 3-3 of Figure 1 and looking in the direction of the; arrows;

Figure 4 is a side elevation of a portion of an automotive transmission, partially in section, showing a modification of applicants invention;

Figure 5 is a view taken along line 55 of Figure 4 and looking in the direction of the arrows; and

Figure 6 is a plan view of the driving means for the friction clutch cones of the modification of the invention shown in Figure 4.

In Figure 1 is shown an automotive transmission comprised of a casing Ill provided with a cover l2, a driven shaft I4 journaled in a ball bearing 16 which is secured in the rear wall of casing Ill and a clutch shaft 18 which is journaled in a ball bearing 20 secured in the forward end of casing 10. The forward end 22 of driven shaft 14 is journaled within roller bearings 24,

-which are positioned within a hole formed in the rearward end of clutch shaft 18. A countershaft 26 is secured in the walls of casing 18 parallel with clutch shaft l8 and driven shaft 14 and rotatively supported upon said countershaft 26 is the usual countershaftv gear cluster indicated generally at 28.

One gear of said countershaft gear 0111515131 28 is in constant engagement with gear, 30 which is rotatively supported upon drivenshaft l l by bearing 32. Another gear of gear clustergZfi isin constant engagement with gear'3 l which is formed on clutch shaft 18 within transmissioncase Ill.

Formed on gear 39 is an intermediate clutch gear 38 and formed on clutchshaft Hlgis clutch gear 38. Also formed on gear 30} forwardly of gear 36 is clutching surface '40. ,jFormed on "the rearward end of clutch shaftlti; is aclutch surface 42.

The transmission .withimtransmission,case ii) is provided with a jaw clutch synchronizer cornprised of an internally splined hubTMt'which is telescopically positioned uponland in; driving engagement with splined portion 46 of'driven shaft 1 4. Around its outer periphery,- hub 44 is defined by a series of gear teeth '48 which are inconstant engagement with internal gear teeth 56 of collar 52 which is telescopically positioned around hub 45. Collar 52 is designed to be moved forwardly and rearwardly of the hub 44 into direct engagement with geartfi and gear 38.

Hub 45 is provided 'with a series of spring pressed balls 54 which are positioned to engage grooves formed in teeth 50 opposite said balls 56. In this manner, themovement of collar 52 independently of hub 44 is resisted as balls 54 must be moved out of grooves 56 to move collar 52 rearwardly or forwardly without moving hub M.

A pair of friction clutch cones 58 are; positioned between hub M and surfaces ltl and d2. Clutch cones 58 have radially extending flanges 66 adjacent the sides of hub M so that said cones will be moved axiallyintoengagement with surfaces 49 and 42 when said hub M is moved axially in one direction or the other. 1 Said cones have a series of lugs '62 opposite flanges 69 which extend axially into a series of cutout portions 64 of hub 44.

Driving means for the cones 58 are provided by an internallysplined disc 66 which is-telescopically positioned on and indriving connection with splined portion 46 of'driven shaft l4. Said disc is secured against axial movement on shaft I4 by snap ring 68- positioned within grooves, in portion 46 of shaft l4. 1Disc661has a series of forwardly extending H ;-shaped portions 10 which extend through the cutout portions of hub 44. This is more, clearly shown in-Figures 2 and 3. The series of lugs'62 of f-riction cones 58 are positioned in cutout portions-112 of o the portions fm thereby: forming agdrivinggcon- "nection between'disc 66 and the friction cones-58.

As described hereinbefore, applicants invention provides for driving of the friction cones 58 by disc 66 independently of the hub 44 and therefore the energy necessary to shift hub 44 and collar 52 is minimized.

The modification of the invention shown in Figures 4, 5 and 6 embodies a novel means for providing a forward limit to the movement of gear 30 and rearward movement of internally splined driving disc 66.

Abutting gear 30 on splined portion 45 of main shaft I4 is internally splined thrust washer 14 which is telescopically positioned on portion 45 of shaft I4 and is rotated about the axis thereof, moving its internal splines into peripheral grooves in the splines of portion 46 so that the splines of washer 14 are in alignment with the splines of said portion 46, preventing movement of washer 14 along the axis of shaft I4. In this manner, washer I4 limits the forward movement of gear 30 along shaft I4.

To prevent rotation of thrust washer 14 around the axis of shaft I4 after complete assembly of the synchronizer, disc 66 is provided with a series of rearwardly extending portions I6 which are positioned within a series of grooves 78 formed in the outer periphery of washer "i4. Disc 66 is in splined engagement with splined portion 45 of shaft I4 and therefore, due to portions 16 of disc 66 being positioned in grooves 18 of washer I4, said washer cannot rotate about the axis of shaft I4 to a position where its internal splines will be out of alignment with the splines of portion 46, which would allow it to move axially along shaft I4.

Disc 66 is capable of a limited amount of axial movement along shaft I4 to compensate for relative movement of other parts during shifting operations; however, disc 66 cannot move far enough forward to withdraw portions 76 from grooves 18 of thrust washer I4.

If it is desired to secure disc 66 on shaft I4 so that it cannot move axially, peripheral grooves can be formed in the splines of shaft I4 to permit the internal splines of disc 66 to rotate about the axis of shaft I4 into alignment with the splines thereof, thus preventing axial movement of disc 66. If this is done, internally splined thrust Washer 14 is not permitted to rotate around shaft l4 and thus the positioning of portions I6 of disc 66 in grooves 18 of washer it will prevent disc 66 from further rotation around the axis of shaft I4 so its splines cannot move out of alignment with the splines of shaft I4.

Disc 66 in its other features is identical to disc 66 of Figures 1, 2 and 3 in that it has a forwardly extending H-shaped portion which has cutout portions 12 therein.

Friction clutch cones 58 of Figure 4 are identical to those of Figure 1 as is the construction of the collar 52, hub 44, gear 3!], gear 36, gear 38 and clutch shaft I8.

The manner of operation of the mechanism shown in Figures 4, and 6 is identical to that shown in Figures 1, 2 and 3, the novelty being in the provision of the thrust washer i4 and as to the manner of assembling the mechanism as shown in Figure 4.

The mechanism shown in Figures 1, 2 and 3 is assembled by first holding shaft I4 in case IS, then telescopically positioning bearing 32 and gear 38 therearound in the position shown, Next, the friction cone 58 (adjacent gear 36) and thrust washer I4 are in a like manner positioned around shaft I4. Disc 66 is then pushed on said shaft against washer 14 with lugs 62 of said cone 58 positioned within cutout portions 12 of disc 66 and snap ring 68 is placed in grooves on portion 46 of shaft I4 to hold this assembly in assembled position. Next, hub 44 with collar 52 is pushed on portion 46 into engagement therewith and with H-shaped portion 10 of disc 66 extending through cutout portions 64 of said hub. Next, the other friction cone 58 is positioned with its lugs 62 in the cutout portions 12 on the forward end of portion ID of disc 66. Finally, end 22 of shaft I4 is positioned within bearings 24 of clutch shaft I8.

Assembly of the modification shown in Figures 4, 5 and 6 is slightly different in that the rearwardly extending portions 16 of disc 66 must be positioned in grooves I8 of washer 14. If washer 14 is rotated about the axis of shaft I4 to a position in which its internal splines are in alignment with the splines of portion 46, as hereinbefore described, the disc 66 may then be pushed on portion 46 and elements "I6 will be in alignment with grooves I8 and can be pushed therein. However, if disc 66 is to be rotated, as hereinbefore described, around the axis of shaft I4 so its internal splines align with the splines of portion 46, washer 14 must be positioned on portion 46, then disc 66 pushed thereon and rotated about the axis of shaft I4 until portions 16 are in alignment with grooves 18 and then portions I6 are bent rearwardly and inwardly into said grooves to the position shown, at which position the internal splines of disc 66 will be in alignment with the external splines of portion 46. The remainder of the assembly is identical to that of the invention shown in Figures 1, 2 and 3.

While I have described my invention in some detail, I intend this description to be an example only and not a limitation of my invention, to which I make the following claims:

1. In a power transmission, a driving mechanism, a driven mechanism, a pair of jaw clutch means formed on said driving mechanism, a shiftable jaw clutch element drivingly associated with said driven mechanism and adapted to positively engage either of said jaw clutch means, friction clutch elements positioned between said driving mechanism and said driven mechanism to form a frictional driving connection therebetween when said jaw clutch element is shifted toward positive engagement with either of said jaw clutch means, and a single member drivingly associated with said driven mechanism and all said friction clutch elements for driving the clutch elements independent from other elements of the driven mechanism.

2. In a power transmission, a driving mechanism, a driven mechanism, a pair of jaw clutch elements formed on said driving mechanism, a clutch surface formed adjacent each jaw clutch element, a synchronizer drivingly associated with the driven mechanism and positioned between said clutch surfaces and comprising a means movable into positive engagement with either of said jaw clutch elements, a hub element drivingly associated with said driven mechanism and said movable means, a friction clutch element positioned between said hub element and each of said clutch surfaces and adapted to drivingly connect said hub and clutch surfaces, and an element drivingly associated with said driven means and drivingly connected to said friction clutch elements for driving the same independently of the other elements of the synchronizer,

3. In an automotive transmission, a driving mechanism, a driven shaft, a pair of jaw clutch elements formed on said driving mechanism, clutch surfaces formed adjacent each jaw clutch element, a synchronizing mechanism drivingly associated with the driven shaft between said clutch surfaces and comprising a hub member drivingly associated with the driven shaft, a collar telescopically positioned around said hub in driving connection therewith and adapted to be moved into direct engagement with either of said jaw clutch elements, a friction clutch element positioned between each clutch surface and the hub and adapted to form a driving connection therebetween when the collar is moved toward engagement with either of said jaw clutch elements, and a driving disc drivingly associated with each of said friction clutch elements and drivingly associated with the driven shaft.

4. In a power transmission, a driving mechanism, a driven shaft, a pair of jaw clutch elements formed on said driving mechanism, a clutch surface formed on said driving mechanism adjacent each of said jaw clutch elements, a synchronizer drivingly associated with the driven shaft and positioned between said clutch surfaces and comprising a hub portion telescopically positioned on said driven shaft and in driving connection therewith, a collar telescopically positioned around said hub in driving connection therewith and adapted to directly engage said jaw clutch elements, friction clutch elements positioned between said clutch surfaces and said hub and adapted to form a driving connection therebetween, a driving element for said friction clutch elements telescopically positioned on said driven shaft and in driving engagement therewith, said driving element comprising a radially extending disc, a series of longitudinally extending members, slots in said members to receive portions of said friction clutch elements to form a driving connection therewith, a second series of longitudinally extending portions of said disc, a ring secured on said driven shaft, and a series of slots in the outer periphery of said ring adapted to receive each of said second series of longitudinally extending members to prevent rotation of said driving member around the axis of the driven shaft.

5. In a power transmission, a driving mechanism, a driven shaft, a pair of jaw clutch elements formed on said driving mechanism, clutch surfaces formed on said driving mechanism adjacent each jaw clutch element, a synchronizer mechanism telescopically positioned on said driven shaft and in driving connection therewith comprising a hub member drivingly associated with said driven shaft, a collar around said hub member drivingly associated therewith and adapted to directly engage said jaw clutch elements,

friction clutch elements positioned between each of said clutch surfaces and said hub member and adapted to form a driving connection therebetween, a disc-like driving element drivingly associated with said driven shaft, a series of cutout portions in the outer periphery of said hub, a series of longitudinally extending portions on said disc-like portion adapted to extend through said cutout portions of the hub, a series of lugs formed on said friction clutch elements, a series of slots in said series of longitudinally extending portions adapted to receive said lugs to form driving connections between said portions and said friction clutch elements, a ring telescopically positioned on said driven shaft adjacent said disc-like portion, a second series of longitudinally extending portions formed on said disclike portion, and a series of slots in the outer periphery of said ring adapted to receive said second series of longitudinally extending members.

6. In apower transmission, driving mechanism, a driven shaft, a synchronizer mechanism, jaw clutch means formed on the driving mechanism, a jaw clutch element associated with said synchronizer mechanism and adapted to selectively engage said jaw clutch means, friction clutch means positioned between said driving mechanism and said synchronizer mechanism for frictionally connecting same, and a single member directly associated with said driven shaft and all said friction clutch means for driving the friction clutch means independently in relation to the other elements of the synchronizer mechanism.

7. In a power transmission, a driving mechanism, a driven shaft, a synchronizer mechanism, jaw clutch elements formed on said driving mechanism, clutch surfaces formed on said driving mechanism, friction clutch means positioned between said synchronizer mechanism and said clutch surfaces for forming a driving connection therebetween, and a single means associated with said friction clutch means and directly connected to the driven shaft for driving the friction clutch' means independent of the other parts of the synchronizer mechanism.

JOHNSTON STUART VOIGT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,024,595 Noyes Apr. 30, 1912 1,886,850 Tenney Nov. 8, 1932 1,923,378 Hunt Aug. 22, 1933 1,931,288 Griswold Oct. 17, 1933 2 160,091 Simpson et al May 30, 1939 

